Hard IFR

4000-8000' overcast, mod turb and 'hard IFR all the while rockin' a 430?

Hummmmm..... I can't recall the last time I filed anything but /U... And I'm doing it in C-152's.

Did I miss something here?
 
Codyjp said:
4000-8000' overcast, mod turb and 'hard IFR all the while rockin' a 430?

Hummmmm..... I can't recall the last time I filed anything but /U... And I'm doing it in C-152's.

Did I miss something here?
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Nope, didn't miss anything. I'm not saying that flying IFR in a 172 with a 430 makes me Charles Lindbergh. I know there are folks out there, like you, doing the same with minimum required equipment. It's probably just that I'm not used to it. I don't normally fly long XC's in IMC. It's usually just over to the nearest blue airport on the Jepps chart for practice approaches.
 
Center_Mid said:
Nope, didn't miss anything. I'm not saying that flying IFR in a 172 with a 430 makes me Charles Lindbergh. I know there are folks out there, like you, doing the same with minimum required equipment. It's probably just that I'm not used to it. I don't normally fly long XC's in IMC. It's usually just over to the nearest blue airport on the Jepps chart for practice approaches.
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Don't let them get you down. Flying in hard IMC while getting bumped around for hours upon hours is hard to do even in a glass cockpit. I flew a 172 from VNY to VGT through hard bumpy ass IMC with pouring rain. This plane had an MFD with a nice map and everything and it was still some of the hardest flying I have ever done. I instructed and learned in /U's and never encountered the stress involved in that Vegas trip. You can have all the gadgets you want but if you think the planes gonna fall out of the sky, the MEA = your cruising altitude, and your ground speed is 45 knots its gonna be stressful no matter what you are flying.

Good on ya for getting through it!! Add a couple notches of confidence to the old logbook.
 
dasleben said:
That's my current level of hell. :D

Just a word of caution to you guys doing this stuff for fun (this next part is for the OP):

The other night I had to hand fly a non-precision approach to mins in the rain in the mountains after 15.5 hours of duty. When we (I'm including my 8 passengers ignorant of their impending doom) got on the ground, well, it took a minute or two to get my hands to stop shaking enough to write in the logbook. I've shot that same approach in similar conditions many many times, but the combination of weather, night time, and fatigue pushed me right up to the ragged edge of my ability level. I'm no super pilot myself, but I'm an ATP who does this single-pilot IFR thing for a living, have about 600 hours in the aircraft type in question, and fly out of that particular airport on a daily basis.

If you're not careful, this stuff can bite you when you least expect it, even if you're normally feeling comfortable. Set personal minimums and stick with them.

Fly safe!
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Single pilot IFR carrying pax with no AP? Are you flying part 135? I thought an FO was required in lieu of the AP for IFR ops when carrying pax.
 
jtrain609 said:
Yeah, really something considering I did my instrument ticket in Michigan, where the highest obstacle within 500nm is Boyne Mountain at an amazing 500' AGL eh?
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Wait, so you have a mountain that is floating 500 feet above the ground in Western Michigan? How did I miss that on my flight to OSH.

;)
 
TheAlchemist said:
Single pilot IFR carrying pax with no AP? Are you flying part 135? I thought an FO was required in lieu of the AP for IFR ops when carrying pax.
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Part 135. You're right: an SIC is required, but an autopilot may be used in lieu of an SIC (not the other way around :)) if that ops spec is approved for use (it is).

However, the ops spec doesn't say that it has to be a good autopilot or that you actually have to use it. :D These autopilots are good for use while briefing approaches and flying enroute, but most aren't solid enough to fly the approach for you. I'd say in my time at this company, I've actually coupled two approaches. The rest are hand flown.
 
jtrain609 said:
It was pretty simple, really. I saw an airport, it looked like it was in the right place, and figured it was our airport.

Steve quickly corrected me before I made a call on the unicom to announce our position 15 miles west of the airport.
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We had this German pilot ( big liar, not popular) that picked the wrong airport in Abilene.
That was so funny!!
 
Center_Mid said:
Nope, didn't miss anything. I'm not saying that flying IFR in a 172 with a 430 makes me Charles Lindbergh. I know there are folks out there, like you, doing the same with minimum required equipment. It's probably just that I'm not used to it. I don't normally fly long XC's in IMC. It's usually just over to the nearest blue airport on the Jepps chart for practice approaches.
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Gotcha, an IFR rating certainly should be treated as a building block as it sounds like you realize! I started out with baby steps and slowly progressed along. Now if I've got 2 VOR's I'm good to go. I draw the line with only one, I just wont start a flight like that! I've finished a few like that though!

When I look at the crap I'm flying and compare it to what is available in the new glass cockpits available I'm just floored. The possibilities are endless!
 
Codyjp said:
4000-8000' overcast, mod turb and 'hard IFR all the while rockin' a 430?

Hummmmm..... I can't recall the last time I filed anything but /U... And I'm doing it in C-152's.

Did I miss something here?
Click to expand...
I admit, that was my first thought too. But give the guy a break, he's just reporting that he stretched his wings.

To the OP, do it more often. I mean, even oftener. :insane:
The name of the game is to push yourself before you can sell yourself.
 
Center_Mid said:
It was juggling everything in bumpy IMC. The little things get to you, like trying to press the small frequency change buttons on the Garmin 430 while getting bounced around, and while trying not to deviate from the assigned altitude and heading. Your finger just keeps wavering around the button for a few long seconds, during which you're looking back and forth between the 430, altimeter, VSI, and the DG. Drives you nuts after half an hour.
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It helps to "anchor a finger" near what you want to do.

You are multi-tasking, distressed and wondering if you can handle the high workload without killing yourself and little things like "I can't click the fricking button" can really take a toll.

The principle is the same as working a checklist and putting your finger on the item you are currently on so that if you get distracted, you can see where you left off.

On the GPS unit (or VOR reciever, radio, etc) interrupt your scan to place your hand near the task to be accomplished and anchor your hand there with your pinky finger--you can then divide your attention to your scan.

Interrupt your scan back to your "anchor" and make your changes--this may take several iterations--but by keeping your "anchor" it makes it easier on you to return to task and you don't have to go chasing your finger to chase the small freq buttons.

Remember this, however--you did single pilot IFR and lived.

Well done.

b.
 
RICHARD5 said:
To the OP, do it more often. I mean, even oftener. :insane:
The name of the game is to push yourself before you can sell yourself.
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Agreed. And thanks. I'd absolutely love to do it more often. However, my financial resources are limited and I've got other things to provide for (daughter, pregnant wife, mortgage, food, car payment, etc.). I'm hoping to start and finish my CSEL before kid #2 arrives in February. I'm also hoping to win the lottery or find out that I'm the true heir to the throne of England.
 
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